Rail support



(No Model.) 2 Sheets-Sheet 1.

W. S. HULL & J. (J. ANDERSON. RAIL SUPPORT, GRIP, 4N1) GONDUGTOR.

No. 431,846. Patented July 8, 1890.

(No Model 2 Sheets-Sheet 2, W. S. HULL 8; J. O.-ANDERSON.

RAIL SUPPORT, GRIP, AND GONDUUTOR.

No. 431,846. Patented July 8, 1890.

A wzlg at ya w de memes UNITED STATES PATENT OFFICE;

WILLIAM S. HULL AND JAMES C. ANDERSON, OF SHEFFIELD, ALABAMA. I

RAIL SUPPORT, GRIP, AND CONDUCTOR.

SPECIFICATION forming part of Letters Patent No. 431,846, dated July 8, 1890. Application filed July 18, 1889. Serial No. 317,861. (No model.) I

following is a specification, reference being had therein to the accompanying drawings.

Thisinvention has relation to metallic railsupports, elastic rail-seats, rail-grips, electric conductors for electric signals, electric con-' ductors for transmitting power for electric railways and for electric conduits.

Among the objects of our invention is the provision of a convenient, secure, and cheap form of metallic track-supports which shallhave means for the adjustment of the grips of the same, a convenient and cheap elec{ tric conductor through the rails for the pur-'; pose of transmitting signals and the means for insulating the same, a convenient, safe, and cheap conductor for the transmission of power for electric railways which shall have the means of insulating the same, a convenient, safe, and cheap metallic conduit for containing the electric-wire conductor and the means of attaching said con duit to therail-sup4 ports, and convenient, safe, and cheap rod-f tie extending across the road-bed connecting the rail-supports together in pairs and the means of keying said tie to the rail-supports.

Other objects and advantages of the invention will appear in the following description, and the novel features thereof will be par ticularly pointed out in the claims.

Referring to the drawings, Figure 1 is a transverse vertical section designed for either trunk, street, or tramway lines, showing in dotted lines the form employed in elevated roads. Fig. 2 is a side View with parts broken away. Fig. 3 is a detail in plan. Fig. i is a side view showing insulating material, here slotted grips or dogs.

inafter referred to. Fig. 5 is a transverse vertical section designed for electric streetcar lines. Fig. 6 is a transverse vertical section designed for either trunk, street, or tramway lines. Fig. 7 is an end view of one of the Fig. Sis a side View of one of the dogs or grips, showing the ratchetkey in place; and Fig. 9 is a side view of one of the dogs.

Like letters of reference refer to similar parts in all the figures of the drawings.

Referring now to the figures of the drawings by letter, A represents a metallic cast bell, which is filled with concrete, beton, 4

gravel, or other like material, the bell confining the same, and thus forming an economical, strong, and durable support for the rail and load. The shape of this bell or support, although preferably of the form shown, as it embodies greater strength with little material, may be varied within certain limits.

In Fig. 1 we have designated by dotted lines the form employed for elevated or pile-driven roads, and in this figure A designates a beam or the upper end of the pile, to which the support A is attached by means of the transverse bolt A and nuts A In laying street-lines it is not necessary to tear up the entire pavement and blockade traiiic; but only trenches are dug to suit the rail, conduit, and drainage-pipes, and at uniform distances holes are sunk to such distance as is required to secure a permanent and solid foundation. These holes are filled to the required grade with any good foundation material thoroughly rammed, and the bells A, having been inverted and filled with concrete or other suitable compressed ballast, are then set upon the foundation. the excavation around the bell is filled with concrete or other ballast and thoroughly tamped. It will be thus seen that an economical road-bed is established. The form of bell shown in Figs. 1 and 2 is designed for surface roads, and this form gives the greatest amount of resistance to flexure and breakage for a given material.

In Figs. 1 and 2, A designates the base on which the bell rests.

The bell when designed for surface roads, as shown in Figs. 1 and 2, is formed with side webs B and 0, arranged with the substantially rectangular opening between them, as shown in Fig. 1, the Web 0 being formed with a substantially horizontal portion 0', extending partially across said rectangular opening, as shown in said figure, and designed to embrace one side of the base of the rail,

the rail being designated by the letter I.

The web B is vertically slotted to receive the dog or grip E, which fits in the slot between Then I the jaws B of said web, and is formed substantially horizontal and designed to overlap one-half of the base of the rail, and is secured in place by means of the wedgeshaped key F, passed through a slot B? in the jaws of the web and through a slot B in the dog E, said key being provided at one end with ratchet-teeth. F, as shown clearly in Figs. 8 and 9.

G is a block, preferably of wood, although any other suitable material may be used, and is seated on top of the bell and is designed to give elasticity to the rail and to dispense with the noise of a metal seat. In case there should be irregular seating or heaving from any cause it is only necessary to increase or diminish the height of this block to raise or lower the track; hence a great economy is obtained.

No moving of the permanent road-bed or the drawing of the blocks is required, a chip or shim, as shown at G in Figs. 1 and 2, be-

ing employed for this purpose.

Under the block G, and also around the sides of the rail, we place felt or other deadening or insulating material H, as shown in Figs. 1, 2, and 4:, the top end of the felt extending into suitable recesses in the over hanging edges or horizontal portions of the grippers or dogs E, as shown at E in Fig. 4. In Fig. 1 the recesses are indicated in dotted lines as extending all around the adjacent faces of these grippers or dogs, and although these recesses are found convenient we do not wish to be understood as limiting ourselves to them, as the felt may be held prac- 1 'tically in place without them.

The two opposite bells or supports are tied i together by means of the transverse tie-rod D, having downturned ends D which fit in recesses in the adjacent webs of the bells (shown at B and into a recess in the dog or grip E and beneath a lateral portion D thereof, as shown clearly in Fig. 1, and is held in placebythekey F, whichalso serves to bind the dog-rail or block and bell together, as above described. The key is wedge-shaped, as shown, and when it is driven in, it forces the dog or grip down upon the base of the rail and upon the sloping top of the tie-rod, thus serving to secure both the rail and tie-rod in place. When the key is driven in place, it is prevented from shaking outby the action of the ratchet-teeth F, which take into corrugations on the casting of the bell, thus causing the key to hold secure against accidental displacement, although a blow or two from a track-hammer or other suitable instrument will be sufficient to remove it when necessary. The advantage of this mode of fastening is that there is the least possible labor needed for tightening the rails and keeping the same in place, whereas when it is desired to remove one of the rails for the purpose of replacing or repairing all that is necessary to be done is to knock out the keys and remove the dogs or grips when the rail can be readily taken up. operation is the extreme ease of traveling over a road built in this way, as the rails are cushioned at every support in the best possible manner. If desired, the bells may be secured in the ground by the mere addition of flanges adapted to take into the ground, as represented by dotted lines in Fig. 2, as

shown by the letter K. The tie-rod serves both as a gage for the track and also for preventing spreading of the rails where heavy rolling-stock is used. The form of bell or support shown at A in Fig. 1, dotted lines, can be used for either surface or elevated roads or pile-driven roads, either with wooden or iron girders or eye-beams, and the form may be varied to suit the form of girder or support with which it is used.

For electric railways the parts are constructed and arranged as shown in Figs. 5 and 6, wherein is embodied the essential features of Fig. 1, modified to suit the change in purpose. The support or bell will be substantially the same, the grippers being used and secured by means of the wedges or keys in substantially the same manner. In these figures we have shown two forms of rail, modifying the form of gripper to suit the same. In these figures, L is a metallic conduit, which is seated on and secured to the bell, or an extension thereof, by means of suitable bolts L. At suitable intervals within this conduit and incased thereby are suitable insulators M, in which are seated the wires M. N is the traveler connected with the car and with the ground-wheel O, which carries the wire, as shown in said Figs. 5 and 6. O is a wire, which carries the electric current, as shown in said Figs. 5 and 6, to the dynamo on the car. The wire is arranged within the traveler, so that it is at all times insulated from everything except the ground-wheel in the usual manner in such constructions.

WVhen it is desired to use the rail for the purpose of a conductor for electric signals, an insulated material is placed between the rail and support, and the rail held from contact with the ground in any suitable manner.

Various modifications in detail may be resorted to without departing from the essence of the invention.

What we claim as new is 1. Asupport forrails, consisting of a hollow metallic bell formed exteriorly with horizontal flanges K, substantially as described.

2. A support for rails, consisting of a hollow metallic bell formed upon its exterior vertical portion, with horizontal flanges K arranged in vertical series, substantially as and for the the purpose specified.

3. In a chair for rails, two side supports, one of said support-s being provided with a recess, in combination with a tile-rod having its ends turned down to engage with said repiesas, and a grip, as E, substantially as speci- 4. In a chair for rails, two side supports,

Another advantage of this mode of too one of which is provided with two shoulders having slots and corrugations, in combination with a grip adapted to fit into the space between said shoulders and to bear upon the web of the rail, and having a slot and a key adapted to come in contact with said corrugations, substantially as specified.

5. A hollow metalbell, a metal cap or bracket having side supports, one of said supports having shoulders, and a recess between said shoulders and a tie-rod adapted to engage with said recess, in combination with a block of resilient and resistant material fitting under the rail, both resting between said side supports, a follower adapted for fitting between said shoulders and said follower being slotted, and a rail resting upon said block and felting between said block and rail, and a key adapted to project through said slots for the purpose of holding the follower in place, substantially as specified.

6. The combination, with a hollow metallic support, of a metallic box open at one side and mounted upon said support, as set forth.

7. The combination, with a hollow metallic bell, of a metallic box open at one side and provided with a projecting ledge and boltholes and supported upon said bell, substantially as shown and described.

8. The combination, with a hollow metallic support, of a metallic box resting upon said support, open at one side and provided upon its interior with insulating-brackets, substantially as described.

In testimony whereof we afiix our signatures in presence of two witnesses.

WILLIAM S. HULL, JAMES C, ANDERSON.

WVitnesses:

H. E. SILVERMAN, HARRY GOLDMAN. 

